CN220682082U - Heavy-load single-trailing arm driving unit - Google Patents

Abstract

The utility model discloses a heavy-duty single trailing arm driving unit, which comprises a driving mechanism, a steering mechanism and a suspension mechanism, wherein the steering mechanism is arranged on the driving mechanism; the driving mechanism is connected and arranged on the suspension mechanism, the top end of the suspension mechanism is connected and provided with the steering mechanism, the driving mechanism works to enable the frame mechanism to move, and the steering mechanism works to enable the suspension mechanism to drive the driving mechanism to steer; the driving mechanism comprises a driving motor and a speed reducer; the steering mechanism comprises a steering motor, a worm and a worm wheel; the suspension mechanism comprises a shock absorber, a swing arm and an upper fixed arm. The driving unit is suitable for large bearing conditions, independent suspensions and high in balance, and is convenient for realizing all-terrain running; the steering is performed by adopting a worm wheel and worm transmission mode, so that the self-locking effect is achieved, and the heavy-load single-trailing arm driving unit can realize large-angle steering; the driving units can be turned to match for posture adjustment to realize omnidirectional rotation, and winding can not occur in the turning process.

Description

Heavy-load single-trailing arm driving unit

Technical Field

The utility model relates to a heavy-duty single-trailing arm driving unit, in particular to a heavy-duty single-trailing arm driving unit.

Background

The current trend in the global urban transportation is strong, and the demand for new urban vehicles is increased. Whether public or personal, manned or object-carrying, artificial or intelligent, new vehicles are required to achieve the desired goals. The advent of the omni-directional all-terrain steer-by-wire chassis provides excellent maneuverability and versatility of the vehicle over a wide variety of terrain and environmental conditions. The background of this technology relates to research and development in the fields of mobile robots, unmanned robots, robotic chassis, and the like.

Over the past few decades, mobile robotics have made significant progress, being widely used in industry, military, detection and service fields. However, conventional vehicle chassis have limited maneuverability and handling in complex terrain and cramped environments. To address this problem, researchers have begun to explore new chassis technologies to improve vehicle mobility and adaptability.

The omni-wheel technology is an important factor in the generation of an omni-directional all-terrain drive-by-wire chassis. The omni-wheel design enables the vehicle to move and rotate in any direction, and has excellent maneuvering performance. To achieve this omni-directional motion, researchers have used designs of independent drive and steering. Each wheel is equipped with its own electric drive and steering device, which can be operated independently, thus allowing free movement of the vehicle in complex terrain.

In addition, the omnidirectional all-terrain drive-by-wire chassis also relates to applications of the sensor and the navigation system. With the continuous development of sensor technology, such as lidar, cameras, inertial measurement units, etc., vehicles are capable of sensing the topography, obstacles and navigation information of the surrounding environment. By processing these sensor data, the navigation system calculates the position, attitude and motion plan of the vehicle, providing accurate navigation and control for the vehicle.

In terms of automation and intelligent control, an omnidirectional all-terrain drive-by-wire chassis adopts advanced algorithms and technologies. The algorithms enable real-time processing and analysis of sensor data, enabling the vehicle to make quick and accurate decisions and responses. The chassis may autonomously adjust drive and steering commands to achieve efficient movement and operation, depending on the particular movement task and environmental conditions.

The background of the omni-directional all-terrain drive-by-wire chassis has motivated thousands of research and innovation efforts. Various universities, research institutions and enterprises invest in a large amount of resources, and development work of chassis, sensors, navigation and control systems is performed. Through continuous experiments and improvements, the omnidirectional all-terrain drive-by-wire chassis becomes reality gradually, and wide application is sought in the fields of industry, logistics, rescue, detection and the like.

Summarizing, the background of the generation of omni-directional all-terrain steer-by-wire chassis relates to the limitations of traditional chassis mobility and the need for new chassis technologies. The development and integration of key technologies such as omni-directional wheel technology, independent driving and steering, sensor and navigation systems, automation and intelligent control, and the like have driven the emergence of omni-directional all-terrain drive-by-wire chassis. The application potential of the technology is huge, and new opportunities and challenges are brought to mobile robots and vehicles in various fields.

As proposed in patent No. CN202222986482, a driving mechanism of a dual-wheel vertical steering wheel includes a speed reducer and a driving motor, which are provided with dual wheels, a driving axle and a supporting plate, and the design makes the transverse space occupation of the steering wheel too large, the dual wheels are not provided with the steering wheel to make the cost of the steering wheel higher, and the space between the steering wheels arranged on two sides of the vehicle body is reduced after the steering wheel is mounted on the vehicle body, so that the trafficability is affected.

As another example, a steering wheel as proposed in CN202222395854, the steering wheel includes a steering mechanism, a steering driving device connected to the steering mechanism, a travelling mechanism connected to the steering mechanism, and a torsion-resistant mechanism; one end of the torsion-resistant mechanism is connected with the travelling mechanism, and the other end of the torsion-resistant mechanism is connected with the steering mechanism; the travelling mechanism is positioned below the steering mechanism, and a supporting surface is formed at the upper end of the steering mechanism; the steering mechanism is driven by the steering driving device to enable the supporting surface to rotate compared with the travelling mechanism. It has the following problems: firstly, in the driving machine, the driving motor is directly connected to the travelling wheel, so that the driving motor is carried, the carrying is small and the driving motor is easy to damage; secondly, the steering mechanism uses gear rotation to steer, and the self-locking effect cannot be realized; thirdly, the gears are not sealed, so that foreign matters such as dust cannot be prevented from entering tooth grooves, and the transmission efficiency is affected; fourthly, the rotation center is arranged above the tire, so that the steering wheel is higher and has certain requirements on the wheel diameter of the tire; fifthly, the steering motor rotates along with the rotation of the steering wheel, and a wire winding phenomenon can occur during steering; sixth, the whole car body is supported by three shock absorbers, and the direction can be changed along with the shock absorber jumping, so that the control of the direction is not facilitated.

Disclosure of Invention

The utility model aims to solve the technical problem of providing a heavy-load single-trailing arm driving unit which is suitable for a large bearing condition, has a high balance and is convenient for realizing all-terrain running, and an independent suspension; the steering is performed by adopting a worm wheel and worm transmission mode, so that the self-locking effect is achieved, and the heavy-load single-trailing arm driving unit can realize large-angle steering; the driving units can be turned to match for posture adjustment to realize omnidirectional rotation, and winding can not occur in the turning process.

In order to solve the technical problems, the utility model adopts the following technical means:

a heavy-duty single trailing arm driving unit comprises a driving mechanism, a steering mechanism and a suspension mechanism;

the driving mechanism is connected and arranged on the suspension mechanism, the top end of the suspension mechanism is connected and provided with the steering mechanism, the driving mechanism works to enable the frame mechanism to move, and the steering mechanism works to enable the suspension mechanism to drive the driving mechanism to steer;

the driving mechanism comprises a driving motor, a speed reducer, an extension flange, a brake mounting plate, a brake caliper, a hub bearing and a brake disc; the driving motor and the speed reducer drive a hub bearing, a brake disc is connected to the hub bearing, a brake caliper is connected to the side of the brake disc, and the brake caliper is driven to brake in a matched manner with the brake disc;

the steering mechanism comprises a steering motor, a connecting buckle cover, an end cover, a worm wheel and a steering mounting plate; the connection buckle cover is connected and arranged below the frame mechanism, the worm is matched with the inner side of the connection buckle cover in a coaxial way and is symmetrically arranged, axial limiting is carried out through end covers arranged on two sides of the connection buckle cover, the steering motor is arranged at one end cover, the worm wheel is positioned below the connection buckle cover, the worm wheel inner ring is connected with the connection end cover through a bolt, the steering mounting plate is positioned below the worm wheel and is connected with the worm wheel outer ring through a bolt; the worm is driven by the rotating motor to rotate, the worm wheel is driven to realize full-circle rotation, and the direction of the whole heavy-load single-longitudinal-arm driving unit is changed under the driving of the steering mounting plate, so that 360-degree steering of the whole vehicle is realized;

the suspension mechanism comprises a shock absorber, a swing arm and an upper fixing arm; the shock absorber is arranged on one side of the swing arm and the upper fixed arm, the top end of the shock absorber is hinged with the upper fixed arm, and the bottom end of the shock absorber is hinged with the swing arm; the swing arm is positioned at the inner side of the tire, the swing arm is provided with a mounting cavity, a speed reducer is arranged in the mounting cavity, and connecting parts are arranged at two sides of the mounting cavity and are used for connecting and fixing the driving mechanism; the upper fixing arm is arranged at the upper part of the swing arm, and one end of the upper fixing arm is hinged with one side of the swing arm; the other end of the upper fixed arm is hinged with the top end of the shock absorber; the upper fixed arm is equipped with arc normal running fit portion towards one side of swing arm, and arc normal running fit portion holds the rotation of cooperation swing arm in swing arm, bumper shock absorber shock attenuation work in-process.

The driving mechanism adopts the driving technology of a driving motor, a speed reducer and a driving mechanism of a hub bearing which are arranged on the wheel edge, the output torque is large, and different speed ratio motors can be selected according to the bearing requirements. Besides, the hub bearing also plays a role in bearing the whole vehicle, so that the output shaft of the speed reducer only bears torque, does not bear bending moment, and prolongs the service life of the speed reducer. The brake calipers and the brake discs can realize service braking, so that the drive-by-wire chassis can run outdoors.

The rotation center of the steering mechanism is positioned on the inner side of the tire, so that the height of the whole vehicle can be effectively reduced; the transverse wheel distance of the wire control chassis can be increased, the flexibility of the wire control chassis is improved, and the stability of the wire control chassis is improved; compared with the situation that the rotation center is right above the center of mass of the tire, the rotation center is arranged on one side of the center of mass of the tire under the condition that the rotation center is at the same height, has no interference to the tire, and can be applied to tires with different wheel diameters.

The connecting buckle cover can enable the heavy-duty single-trailing arm driving unit to be connected with the frame, can seal the worm wheel and the worm, prevents foreign matters such as dust from entering tooth grooves of the worm wheel and the worm, influences transmission efficiency, and can prolong service life of the device; the self-locking effect can be realized by the worm wheel and worm steering, and the steering stability of the vehicle can be improved.

The worm wheel is a part with tooth grooves outside the rotary bearing, and the part of the rotary bearing is used as the worm wheel, so that the worm wheel at the outer ring part of the rotary bearing can keep the inner ring of the rotary bearing from rotating when rotating; the position of the steering motor is fixedly connected with a connecting end cover in the frame mechanism through a connecting buckle cover, so that the phenomenon of winding in the steering process can be avoided.

Compared with the prior art, the utility model adopting the technical scheme has the outstanding characteristics that:

the drive-by-wire chassis is driven by adopting a structure in a unit mode of a hub motor, a speed reducer and a hub bearing, and is carried out by the hub bearing, so that the drive-by-wire chassis is suitable for large carrying situations; four-wheel independent suspensions are adopted to realize all-terrain running; the steering is performed by adopting a worm wheel and worm transmission mode, so that the heavy-load single-longitudinal-arm driving unit can realize large-angle steering; the gesture adjustment can be carried out under the steering coordination of four units, and the omnidirectional rotation can be realized.

A further preferred technical scheme is as follows:

the driving mechanism is provided with an extension flange, the extension flange is connected with the suspension mechanism and arranged on one side of the suspension mechanism, the brake disc is arranged on the hub bearing, the brake mounting plate is welded on the extension flange, and the brake caliper is positioned above the brake disc and is fixed through the brake mounting plate.

The speed reducer comprises a first-stage sun gear shaft, a first-stage sun gear, a first-stage planet carrier, a second-stage sun gear, a first-stage planet carrier and a second-stage planet carrier; the external spline of the first-stage sun gear shaft of the speed reducer is meshed with the rotating central shaft of the driving motor through the internal spline at the tail end, when the rotating central shaft in the driving motor rotates, the first-stage sun gear shaft of the speed reducer is used as an input shaft, the two ends of the first-stage sun gear shaft are respectively connected with the output end of the driving motor and the first-stage sun gear, the first-stage sun gear shaft rotates to drive the first-stage sun gear to rotate, the first-stage sun gear is meshed with a plurality of first-stage planetary gears, and the rotating speed is reduced one stage by one stage through gear transmission; the first-stage planetary gear is fixedly connected with the first-stage planetary gear frame, the two rotating speeds are the same, the first-stage planetary gear frame and the second-stage sun gear are coaxially fixed, the second-stage sun gear and the first-stage planetary gear frame are the same in rotating speed, the second-stage sun gear is meshed with the plurality of second-stage planetary gears, the rotating speed is reduced in a second stage mode through gear transmission, the second-stage planetary gears are fixedly connected with the second-stage planetary gear frame, and the rotating speeds of the first-stage planetary gear frame and the second-stage planetary gear frame are the same, so that the second-stage speed reduction is realized; the external spline of the output shaft of the secondary planet carrier is meshed with the internal spline of the hub bearing, and the rotation speed after secondary speed reduction is transmitted to the hub bearing through the output shaft of the secondary planet carrier to drive the hub bearing to rotate.

The suspension mechanism is also provided with a connecting pin, a first sleeve, a second sleeve and a self-lubricating wear-resistant bushing, the upper fixing arm is hinged with the first sleeve through the connecting pin and the swing arm, the upper fixing arm is fixedly arranged on the connecting pin coaxially, and the self-lubricating wear-resistant bushing is positioned between the first sleeve and the connecting pin; the suspension mechanism connecting part is provided with a plurality of sleeves II at intervals, and the connecting part is connected with the driving motor and the speed reducer through the sleeves II and bolts; the driving motor and the speed reducer are provided with a flange plate at the joint, and screw holes are arranged on the flange plate.

The utility model has the beneficial effects that: the single trailing arm independent suspension for the suspension mechanism has the advantages of simple structure, light weight and small occupied space, effectively reduces the weight and the volume of the drive-by-wire chassis, does not change the camber angle of the tire when the tire jumps, and reduces the single-side friction damage of the tire; the damping link is vertically arranged, so that the occupied transverse space can be reduced, the space utilization efficiency is high, the transmitted effective force is more direct, the stress is more uniform along the axis direction of the damping link, the damping effect is more obvious, and the stability and smoothness of the drive-by-wire chassis in the driving process are maintained; the swing arm is provided with a containing cavity for installing a speed reducer and can effectively improve the rigidity of the speed reducer; the appearance of the upper fixing arm is integrally of a truss structure with an arc bottom side, and the truss structure has the characteristics of high strength and high rigidity; the suspension mechanism, the driving motor axle center is located between the lower connection fulcrum of shock attenuation and the revolute pair of swing arm and last fixed arm, and this axle center and the coaxial cooperation of tire rotation axis, can draw the conclusion by lever principle: the effective bearing force of the shock absorption is far smaller than the bearing force of the tire, and the shock absorption link bearing can be effectively improved. The self-lubricating wear-resistant bushing is made of graphite, so that the self-lubricating wear-resistant bushing is good in wear resistance, graphite scraps can fall off to have a lubricating effect when the connecting pin rubs with the self-lubricating wear-resistant bushing, and the self-lubricating wear-resistant bushing is convenient to replace; the suspension mechanism adopts a structural design of separating guide and shock absorption, so that the accuracy and flexibility of vehicle steering can be improved, the inertia of the suspension during steering can be reduced, and the accuracy and smoothness of steering can be improved.

Drawings

Fig. 1 is a schematic diagram of the overall structure of an omni-directional all-terrain drive-by-wire chassis according to the present utility model.

Fig. 2 is a three view of the heavy duty single trailing arm drive unit (excluding the tire) of the present utility model.

Fig. 3 is a schematic view of the explosive structure of the driving mechanism (excluding the tire) of the present utility model.

Fig. 4 is a cross-sectional view of the speed reducer of the present utility model.

Fig. 5 is an exploded view of the steering mechanism of the heavy-duty single trailing arm driving unit according to the utility model.

Fig. 6 is a schematic view of the structure of the suspension mechanism of the present utility model.

Fig. 7 is a schematic structural diagram of an omni-directional all-terrain drive-by-wire chassis frame mechanism according to the application of the present utility model.

Fig. 8 is a schematic diagram of a linear walking posture of an omni-directional all-terrain drive-by-wire chassis truck according to the present utility model.

Fig. 9 is a schematic diagram of a transverse walking posture of an omni-directional all-terrain drive-by-wire chassis vehicle according to the present utility model.

Fig. 10 is a schematic diagram of four-wheel same-angle inclined walking postures of an omni-directional all-terrain drive-by-wire chassis vehicle.

Fig. 11 is a schematic diagram of a small radius turning gesture of an omni-directional all-terrain steer-by-wire chassis truck according to the present utility model.

Fig. 12 is a schematic view of an omni-directional all-terrain steer-by-wire chassis truck in-situ steering attitude in accordance with the present utility model.

Reference numerals illustrate:

frame mechanism 1: a vehicle body 101 and a connecting end cover 102;

heavy-duty single trailing arm driving unit 2: a drive mechanism 201, a steering mechanism 202, and a suspension mechanism 203;

the driving mechanism 201: a drive motor 2011, a speed reducer 2012, an extension flange 2013, a brake mounting plate 2014, a brake caliper 2015, a hub bearing 2016, and a brake disc 2017;

speed reducer 2012: primary sun gear shaft-20121, primary sun gear-20122, primary planet gear-20123, primary planet carrier-20124, secondary sun gear-20125, secondary planet gear-20126 and secondary planet carrier-20127;

steering mechanism 202: a steering motor 2021, a connecting buckle cover 2022, an end cover 2023, a worm 2024, a worm wheel 2025 and a steering mounting plate 2026;

suspension mechanism 203: shock absorber 2031, swing arm 2032, upper fixed arm 2033, connecting pin 2034, sleeve one 2035, sleeve two 2036, and self-lubricating wear-resistant bushing 2037.

Detailed Description

The utility model will be further illustrated with reference to the following examples.

Referring to fig. 2-6, the heavy-duty single trailing arm driving unit of the utility model comprises a driving mechanism 201, a steering mechanism 202 and a suspension mechanism 203, wherein the driving mechanism 201 is connected and arranged on the suspension mechanism 203, the top end of the suspension mechanism 203 is connected and provided with the steering mechanism 202, the driving mechanism 201 works to enable the frame mechanism 1 to move, and the steering mechanism 202 works to enable the suspension mechanism 203 to drive the driving mechanism 201 to steer; the driving mechanism 201 comprises a driving motor 2011, a speed reducer 2012, an extension flange 2013, a brake mounting plate 2014, a brake caliper 2015, a hub bearing 2016 and a brake disc 2017; the driving motor 2011 and the speed reducer 2012 drive the hub bearing 2016, the hub bearing 2016 is connected with a brake disc 2017, a brake caliper 2015 is connected to the side of the brake disc 2017, and the brake caliper 2015 is driven to be matched with the brake disc 2017 for braking; the steering mechanism 202 comprises a steering motor 2021, a connecting buckle cover 2022, an end cover 2023, a worm 2024, a worm wheel 2025 and a steering mounting plate 2026; the connecting buckle cover 2022 is connected and arranged below the frame mechanism 1, the worm 2024 is coaxially matched with the inner side of the connecting buckle cover 2022 and symmetrically arranged, the axial limit is carried out through end covers 2023 arranged on two sides, the steering motor 2021 is arranged at one end cover 2023, the worm wheel 2025 is arranged below the connecting buckle cover 2022, the inner ring of the worm wheel 2025 is connected with the X-shaped connecting end cover 102 through a bolt, the steering mounting plate 2026 is arranged below the worm wheel 2025, and the steering mounting plate 2026 is connected with the outer ring of the worm wheel 2025 through a bolt; the worm 2024 is driven by a rotating motor to rotate to drive the worm wheel 2025 to realize full-circle rotation, and the direction of the whole heavy-load single-longitudinal-arm driving unit 2 is changed under the drive of the steering mounting plate 2026 to realize 360-degree steering of the whole vehicle; the suspension mechanism 203 comprises a shock absorber 2031, a swing arm 2032 and an upper fixed arm 2033; the shock absorber 2031 is arranged on one side of the swing arm 2032 and the upper fixed arm 2033, the top end of the shock absorber 2031 is hinged with the upper fixed arm 2033, and the bottom end of the shock absorber 2031 is hinged with the swing arm 2032; the swing arm 2032 is positioned on the inner side of the tire, the swing arm 2032 is provided with a mounting cavity, a speed reducer 2012 is arranged in the mounting cavity, and connecting parts are arranged on two sides of the mounting cavity and are used for connecting and fixing the driving mechanism 201; the upper fixed arm 2033 is arranged on the upper part of the swing arm 2032, and one end of the upper fixed arm 2033 is hinged with one side of the swing arm 2032; the other end of the upper fixed arm 2033 is hinged with the top end of the shock absorber 2031; an arc-shaped rotating fit part is arranged on one side of the upper fixing arm 2033, facing the swing arm 2032, and is used for accommodating and matching the rotation of the swing arm 2032 in the shock absorption working process of the swing arm 2032 and the shock absorber 2031.

Referring to fig. 1, an omnidirectional all-terrain drive-by-wire chassis for heavy-duty transportation according to the present utility model comprises a heavy-duty single trailing arm driving unit 2 and a frame mechanism 1.

Referring to fig. 2, the heavy-duty single trailing arm driving unit 2 is composed of a driving mechanism 201, a suspension mechanism 203 and a steering mechanism 202 of the present assembly; the driving mechanism 201 is connected to the suspension mechanism 203, the top end of the suspension mechanism 203 is connected to the steering mechanism 202, the driving mechanism 201 works to enable the frame mechanism 1 to move, and the steering mechanism 202 works to enable the suspension mechanism 203 to drive the driving mechanism 201 to steer.

Referring to fig. 3, the driving mechanism 201 is composed of a driving motor 2011, a speed reducer 2012, an extension flange 2013, a brake mounting plate 2014, a brake caliper 2015, a hub bearing 2016 and a brake disc 2017.

The driving motor 2011 and the speed reducer 2012 drive the hub bearing 2016, the hub bearing 2016 is connected with and provided with the brake disc 2017, the brake caliper 2015 is connected to the side of the brake disc 2017, and the brake caliper 2015 is driven to be matched with the brake disc 2017 for braking.

The driving mechanism 201 is provided with an extension flange 2013, the extension flange 2013 is connected with the suspension mechanism 203 and arranged on one side of the suspension mechanism 203, the brake disc 2017 is mounted on the hub bearing 2016, the brake mounting plate 2014 is welded on the extension flange 2013, the brake caliper 2015 is located above the brake disc 2017 and is fixed through the brake mounting plate 2014.

The driving mechanism 201 adopts a driving technology of a driving mechanism of a driving motor 2011, a speed reducer 2012 and a hub bearing 2016 which are arranged on the wheel rim, has large output torque and can select different speed ratio motors according to bearing requirements.

The hub bearing 2016 can be designed according to load customization, so that different requirements are met, besides, the hub bearing 2016 also plays a role in carrying the whole vehicle, an output shaft of the speed reducer 2012 can only bear torque, bending moment is not born, and the service life of the speed reducer 2012 is prolonged.

The brake calipers 2015 and brake discs 2017 can provide service braking so that the brake-by-wire chassis can travel outdoors.

Referring to fig. 4, the speed reducer 2012 includes a primary sun gear shaft 20121, a primary sun gear 20122, a primary planet gear 20123, a primary planet carrier 20124, a secondary sun gear 20125, a secondary planet gear 20126, and a secondary planet carrier 20127.

The external spline of the first-stage sun gear shaft 20121 of the speed reducer 2012 is meshed with the rotation central shaft of the driving motor 2011 through the internal spline at the tail end, when the rotation central shaft in the driving motor 2011 rotates, the first-stage sun gear shaft 20121 of the speed reducer 2012 serves as an input shaft, the two ends of the input shaft are respectively connected with the output end of the driving motor 2011 and the first-stage sun gear 20122, the first-stage sun gear shaft 20121 rotates to drive the first-stage sun gear 20122 to rotate, the first-stage sun gear 20122 is meshed with the plurality of first-stage planetary gears 20123, and the rotation speed is reduced one stage through gear transmission; the primary planet wheel 20123 is fixedly connected with the primary planet carrier 20124, the rotation speeds of the primary planet wheel 20123 and the primary planet carrier 20124 are the same, the primary planet carrier 20124 and the secondary sun wheel 20125 are coaxially fixed, the rotation speeds of the secondary sun wheel 20125 and the secondary planet wheels 20126 are the same, the secondary sun wheel 20125 is meshed with the plurality of secondary planet wheels 20126, the rotation speeds are reduced in a secondary mode through gear transmission, the secondary planet wheels 20126 are fixedly connected with the secondary planet carrier 20127, and the rotation speeds of the two are the same, so that secondary speed reduction is realized; the external spline of the output shaft of the secondary planet carrier 20127 is meshed with the internal spline of the hub bearing 2016, and the output shaft of the secondary planet carrier 20127 transmits the rotation speed after secondary speed reduction to the hub bearing 2016 to drive the hub bearing 2016 to rotate.

The speed reducer 2012 can realize multistage speed reduction, realizes different reduction ratios through the gear sets of different tooth numbers, and the speed reducer can be configured with motors of different types according to bearing requirements, can effectively reduce the output rotating speed of the motors to improve the output torque.

Referring to fig. 5, the steering mechanism 202 comprises a steering motor 2021, a connecting cover 2022, an end cover 2023, a worm 2024, a worm wheel 2025, and a steering mounting plate 2026.

The connecting buckle cover 2022 is positioned below the frame and is connected with an X-shaped connecting end cover 102 in the frame mechanism 1 through bolts, the worm 2024 is coaxially matched with the inner side of the connecting buckle cover 2022 and is symmetrically arranged, the axial limiting is carried out through end covers 2023 arranged on two sides, the steering motor 2021 is arranged at one end cover 2023, the worm wheel 2025 is positioned below the connecting buckle cover 2022, the inner ring of the worm wheel 2025 is connected with the X-shaped connecting end cover 102 through bolts, the steering mounting plate 2026 is positioned below the worm wheel 2025 and is connected with the outer ring of the worm wheel 2025 through bolts; the worm 2024 is driven by a rotating motor to rotate, so that the worm wheel 2025 can be driven to realize full-circle rotation, the direction of the whole heavy-load single-longitudinal-arm driving unit 2 is changed under the driving of the steering mounting plate 2026, and 360-degree steering of the whole vehicle can be realized.

The steering mechanism 202 has the advantages that the rotation center is positioned on the inner side of the tire, and the following points are:

(1) The whole vehicle height can be effectively reduced.

(2) The transverse track of the drive-by-wire chassis can be increased, the flexibility of the drive-by-wire chassis is increased, and the stability of the drive-by-wire chassis is improved.

(3) Compared with the situation that the rotation center is right above the center of mass of the tire, the rotation center is arranged on one side of the center of mass of the tire under the condition that the rotation center is at the same height, has no interference to the tire, and can be applied to tires with different wheel diameters.

The connecting buckle cover 2022 can enable the heavy-duty single-trailing arm driving unit 2 to be connected with the frame, can seal the worm wheel 2025 and the worm 2024, prevents foreign matters such as dust from entering the tooth grooves of the worm 2024 of the worm wheel 2025, influences the transmission efficiency, and can prolong the service life of the device.

The steering of the worm wheel 2025 and the worm 2024 can realize self-locking effect by utilizing the characteristics of the worm wheel 2024, so that the steering stability of the vehicle is improved.

The worm wheel 2025 is a member having a tooth space outside the slewing bearing, and the portion of the slewing bearing is used as the worm wheel 2025, so that the worm wheel 2025 at the outer ring portion of the slewing bearing can be ensured to keep the inner ring of the slewing bearing from rotating during rotation.

The position of the steering motor 2021 is fixedly connected with the X-shaped connecting end cover 102 in the frame mechanism 1 through the connecting buckle cover 2022, so that the phenomenon of wire winding in the steering process can be avoided.

Referring to fig. 6, the suspension mechanism 203 is composed of a shock absorber 2031, a swing arm 2032, an upper fixed arm 2033, a connecting pin 2034, a first sleeve 2035, a second sleeve 2036, and a self-lubricating wear-resistant bushing 2037.

The shock absorber 2031 is arranged on one side of the swing arm 2032 and the upper fixed arm 2033, the top end of the shock absorber 2031 is hinged with the upper fixed arm 2033, and the bottom end of the shock absorber 2031 is hinged with the swing arm 2032;

the swing arm 2032 is positioned on the inner side of the tire, the swing arm 2032 is provided with a mounting cavity, a speed reducer 2012 is arranged in the mounting cavity, and connecting parts are arranged on two sides of the mounting cavity and are used for connecting and fixing the driving mechanism 201;

the upper fixed arm 2033 is arranged on the upper part of the swing arm 2032, and one end of the upper fixed arm 2033 is hinged with one side of the swing arm 2032; the other end of the upper fixed arm 2033 is hinged with the top end of the shock absorber 2031; an arc-shaped rotating fit part is arranged on one side of the upper fixing arm 2033, facing the swing arm 2032, and is sufficient for accommodating the rotation of the swing arm 2032 in the shock absorption working process of the swing arm 2032 and the shock absorber 2031.

The suspension mechanism 203 is connected to the extension flange 2013 of the drive mechanism 201 via a swing arm 2032.

The upper fixing arm 2033 is hinged to the swing arm 2032 via a connection pin 2034.

The suspension mechanism 203 is also provided with a first sleeve 2035, a second sleeve 2036 and a self-lubricating and wear-resisting bushing 2037, wherein the first sleeve 2035 and the connecting pin 2034 are coaxially arranged and fixed, and the self-lubricating and wear-resisting bushing 2037 is positioned between the first sleeve 2035 and the connecting pin 2034; the connecting part of the suspension mechanism 203 is provided with a plurality of second sleeves 2036 at intervals, and the connecting part is connected with the driving motor 2011 and the speed reducer 2012 through the second sleeves 2036 and bolts; the driving motor 2011 and the speed reducer 2012 are provided with flanges at the joints, and screw holes are arranged on the flanges.

An extension flange 2013 is fixed to the right side of the swing arm 2032, and a hub bearing 2016 is bolted to the right side of the extension flange 2013.

The suspension mechanism 203 adopts a single trailing arm independent suspension, has simple structure, light weight and small occupied space, effectively reduces the weight and the volume of the drive-by-wire chassis, does not change the camber angle of the tire when the tire jumps, and reduces the single-side friction damage of the tire.

The vertical setting of shock attenuation link can reduce the horizontal space that occupies, and space utilization is efficient, makes the effective power of transmission more direct and along shock attenuation link axis direction atress more even, and the shock attenuation effect is more obvious, keeps the stability and the smoothness of drive-by-wire chassis at the process of traveling.

The swing arm 2032 is provided with a housing chamber for mounting the speed reducer 2012 and can effectively improve the rigidity thereof.

The second sleeve 2036 not only bears the action of the load, but also plays a limiting role on the speed reducer 2012,

the upper fixing arm 2033 has an arc-shaped truss structure at the bottom side, and has the characteristics of high strength and high rigidity; and is convenient to mate with the swing arm 2032.

The connection part of the upper fixing arm 2033 and the swing arm 2032 is fixed by adopting a connecting pin 2034, the connecting pin 2034 bears steering moment, the rigidity and strength of a sleeve 2035 on the outer side of the connecting pin 2034 are larger, the connecting pin 2034 can bear larger moment, and the connecting pin 2034 can play a role in guiding.

The suspension mechanism 203, the driving motor 2011 axle center is located between the lower connection fulcrum of shock absorption and the revolute pair of swing arm and upper fixed arm, and this axle center and the coaxial cooperation of tire rotation axis, can draw the conclusion by lever principle: the effective bearing force of the shock absorption is far smaller than the bearing force of the tire, and the shock absorption link bearing can be effectively improved.

The self-lubricating wear-resistant bushing 2037 is made of graphite, has good wear resistance, and can enable graphite scraps to fall off to play a role in lubrication when the connecting pin 2034 rubs with the self-lubricating wear-resistant bushing 2037. And is convenient to replace.

The suspension mechanism 203 adopts a structural design of separating guide and shock absorption, so that the accuracy and flexibility of vehicle steering can be improved, the inertia of the suspension during steering can be reduced, and the accuracy and smoothness of steering can be improved.

Referring to fig. 7, the frame mechanism 1 includes a vehicle body 101 and an X-shaped connection end cover 102, wherein the vehicle body 101 is located at the top end of the drive-by-wire chassis, and four X-shaped connection end covers 102 are welded and fixed at four corners thereof for connecting the heavy-duty single trailing arm driving unit 2.

The frame mechanism 1 adopts four-wheel independent suspension, and can realize all-terrain running.

The triangular structure is adopted at a plurality of positions of the vehicle body 101, so that the stability and strength of the vehicle body 101 are improved, and the drive-by-wire chassis can be more stable and reliable when bearing load, resisting deformation and coping with impact.

The X-shaped connecting end cover 102 is reasonably designed, so that the frame mechanism 1 and the lower heavy-load single-longitudinal-arm driving unit 2 can be well connected, the vehicle body 101 can be more compact, and the space utilization rate, stability and strength of the vehicle body 101 are improved.

Referring to fig. 8-12, it can be seen that the drive-by-wire chassis has multiple attitudes, implementing different steering requirements: straight line walking, transverse walking, four-wheel same-angle inclined walking, small radius turning and in-situ steering

The working principle of this embodiment is as follows:

first: drive-by-wire chassis drive control: when the rotation central shaft in the driving motor 2011 rotates, the first-stage sun gear shaft 20121 of the speed reducer 2012 serves as an input shaft, two ends of the input shaft are respectively connected with the output end of the driving motor 2011 and the first-stage sun gear 20122 to drive the first-stage sun gear 20122 to rotate, the first-stage sun gear 20122 is meshed with the plurality of first-stage planet gears 20123, and the rotation speed is reduced one stage through gear transmission; the primary planet wheel 20123 is fixedly connected with the primary planet carrier 20124, the rotation speeds of the primary planet carrier 20124 and the secondary planet carrier 20125 are the same, and the rotation speeds of the secondary sun wheel 20125 and the primary planet carrier 20126 are the same, the secondary sun wheel 20125 is meshed with the plurality of secondary planet wheels 20126, the rotation speed is reduced in a secondary mode through gear transmission, the secondary planet wheels 20126 are fixedly connected with the secondary planet carrier 20127, the rotation speeds of the two are the same, and secondary speed reduction is achieved. Since the external spline of the output shaft of the secondary planet carrier 20127 is engaged with the internal spline of the hub bearing 2016, the output shaft of the secondary planet carrier 20127 finally transmits the rotation speed after the secondary speed reduction to the hub bearing 2016 to drive the hub bearing 2016 to rotate. When the driving motor 2011 starts to work, the rotary power output by the output shaft of the driving motor 2011 is transmitted to the input shaft of the speed reducer 2012 through the spline, and after the speed reducer 2012 receives the power from the driving motor 2011, the speed reduction conversion is started, the two-stage speed reduction is realized, the high-speed low-torsion power is converted into the low-speed high-torque power to be output to the output shaft of the speed reducer 2012, and the high-speed low-torque power is output to the hub bearing 2016 through the spline, so that the outer ring of the hub bearing 2016 rotates to drive the tire to rotate to finish driving. When the brake-by-wire chassis is to be decelerated or braked, hydraulic oil passes through the brake system to push the piston of the brake caliper 2015, so that the brake caliper 2015 is clamped on the brake disc 2017, the brake caliper 2015 and the brake disc 2017 are rubbed, and braking and deceleration are completed.

Second,: steering control of the drive-by-wire chassis: the worm 2024 is driven by the steering motor 2021 to rotate. The worm wheel 2025 is meshed with the worm 2024, when the worm 2024 rotates, the worm wheel 2025 is driven to rotate, the worm wheel 2025 drives the steering mounting plate 2026 to rotate, the steering mounting plate 2026 is welded with the upper fixing arm 2033, the upper fixing arm 2033 is connected with the swing arm 2032 through the connecting pin 2034, a speed reducer 2012 is placed in an installation cavity of the swing arm 2032, when the steering mounting plate 2026 rotates, the upper fixing arm 2033 drives the swing arm 2032 to rotate through the connecting pin 2034 so as to drive the speed reducer 2012 to rotate, and therefore the tire is driven to rotate, the single heavy-duty single-longitudinal-arm driving unit 2 finishes steering, and the worm wheel and the worm can realize large-angle steering. The drive-by-wire chassis adopts four-wheel independent suspension, four heavy-load single trailing arm driving units 2 can be independently controlled, and 360-degree omnidirectional running can be completed through posture adjustment of the drive-by-wire chassis.

The foregoing description of the preferred embodiments of the utility model is not intended to limit the scope of the claims, but rather to cover all equivalent modifications within the meaning of the specification and drawings of the present utility model.

Claims (4)

1. A heavy-duty single trailing arm drive unit comprising a drive mechanism (201), a steering mechanism (202) and a suspension mechanism (203), characterized in that:

the driving mechanism (201) is connected to the suspension mechanism (203), the top end of the suspension mechanism (203) is connected to the steering mechanism (202), the driving mechanism (201) works to enable the frame mechanism (1) to move, and the steering mechanism (202) works to enable the suspension mechanism (203) to drive the driving mechanism (201) to steer;

the driving mechanism (201) comprises a driving motor (2011), a speed reducer (2012), an extension flange plate (2013), a brake mounting plate (2014), a brake caliper (2015), a hub bearing (2016) and a brake disc (2017); the driving motor (2011) and the speed reducer (2012) drive a hub bearing (2016), a brake disc (2017) is connected and arranged on the hub bearing (2016), a brake caliper (2015) is connected to the side of the brake disc (2017), and the brake caliper (2015) is driven to be matched with the brake disc (2017) for braking;

the steering mechanism (202) comprises a steering motor (2021), a connecting buckle cover (2022), an end cover (2023), a worm (2024), a worm wheel (2025) and a steering mounting plate (2026); the connection buckle cover (2022) is connected and arranged below the frame mechanism (1), the worm (2024) is matched with the inner side of the connection buckle cover (2022) in a coaxial way and is symmetrically arranged, axial limiting is carried out through end covers (2023) arranged on two sides, the steering motor (2021) is arranged at one end cover (2023), the worm wheel (2025) is arranged below the connection buckle cover (2022), the inner ring of the worm wheel (2025) is connected with the X-shaped connection end cover (102) through a bolt, the steering mounting plate (2026) is arranged below the worm wheel (2025), and the steering mounting plate is connected with the outer ring of the worm wheel (2025) through the bolt; the worm (2024) is driven by a rotating motor to rotate to drive the worm wheel (2025) to realize full-circle rotation, and the direction of the whole heavy-load single-longitudinal-arm driving unit (2) is changed under the drive of the steering mounting plate (2026) to realize 360-degree steering of the whole vehicle;

the suspension mechanism (203) comprises a shock absorber (2031), a swing arm (2032) and an upper fixed arm (2033); the shock absorber (2031) is arranged on one side of the swing arm (2032) and the upper fixed arm (2033), the top end of the shock absorber (2031) is hinged with the upper fixed arm (2033), and the bottom end of the shock absorber (2031) is hinged with the swing arm (2032); the swing arm (2032) is positioned on the inner side of the tire, the swing arm (2032) is provided with a mounting cavity, a speed reducer (2012) is arranged in the mounting cavity, and connecting parts are arranged on two sides of the mounting cavity and are used for connecting and fixing the driving mechanism (201); the upper fixing arm (2033) is arranged at the upper part of the swing arm (2032), and one end of the upper fixing arm (2033) is hinged with one side of the swing arm (2032); the other end of the upper fixed arm (2033) is hinged with the top end of the shock absorber (2031); an arc-shaped rotating fit part is arranged on one side of the upper fixed arm (2033) facing the swing arm (2032), and the arc-shaped rotating fit part accommodates and fits the rotation of the swing arm (2032) in the shock absorption working process of the swing arm (2032) and the shock absorber (2031).

2. The heavy duty single trailing arm drive unit according to claim 1, wherein: the driving mechanism (201) is provided with an extension flange plate (2013), the extension flange plate (2013) is connected with the suspension mechanism (203) and arranged on one side of the suspension mechanism (203), the brake disc (2017) is arranged on the hub bearing (2016), the brake mounting plate (2014) is welded on the extension flange plate (2013), and the brake caliper (2015) is arranged above the brake disc (2017) and fixed through the brake mounting plate (2014).

3. The heavy duty single trailing arm drive unit according to claim 1, wherein: the speed reducer (2012) comprises a primary sun gear shaft (20121), a primary sun gear (20122), a primary planet gear (20123), a primary planet carrier (20124), a secondary sun gear (20125), a secondary planet gear (20126) and a secondary planet carrier (20127); the external spline of a first-stage sun gear shaft (20121) of the speed reducer (2012) is meshed with a rotating central shaft of the driving motor (2011) through an internal spline at the tail end, when the rotating central shaft in the driving motor (2011) rotates, the first-stage sun gear shaft (20121) of the speed reducer (2012) serves as an input shaft, two ends of the input shaft are respectively connected with an output end of the driving motor (2011) and a first-stage sun gear (20122), the first-stage sun gear shaft (20121) rotates to drive the first-stage sun gear (20122) to rotate, the first-stage sun gear (20122) is meshed with a plurality of first-stage planet gears (20123), and the rotating speed is reduced one stage through gear transmission; the primary planet wheel (20123) is fixedly connected with the primary planet carrier (20124), the rotating speeds of the primary planet wheel (20124) and the primary planet carrier are the same, the primary planet carrier (20124) and the secondary sun wheel (20125) are coaxially fixed, the rotating speeds of the secondary sun wheel (20125) and the secondary planet wheels (20126) are the same, the secondary sun wheel (20125) is meshed with the plurality of secondary planet wheels (20126), the rotating speeds are reduced in a secondary mode through gear transmission, the secondary planet wheels (20126) are fixedly connected with the secondary planet carrier (20127), and the rotating speeds of the primary planet wheels and the secondary planet wheels are the same, so that secondary speed reduction is realized; the external spline of the output shaft of the secondary planet carrier (20127) is meshed with the internal spline of the hub bearing (2016), and the output shaft of the secondary planet carrier (20127) transmits the rotation speed after secondary speed reduction to the hub bearing (2016) to drive the hub bearing (2016) to rotate.

4. The heavy duty single trailing arm drive unit according to claim 1, wherein: the method is characterized in that: the suspension mechanism (203) is further provided with a connecting pin (2034), a first sleeve (2035), a second sleeve (2036) and a self-lubricating wear-resistant bushing (2037), the upper fixing arm (2033) is hinged with the swing arm (2032) through the connecting pin (2034), the first sleeve (2035) and the connecting pin (2034) are coaxially installed and fixed, and the self-lubricating wear-resistant bushing (2037) is located between the first sleeve (2035) and the connecting pin (2034); a plurality of second sleeves (2036) are arranged at intervals on the connecting part of the suspension mechanism (203), and the connecting part is connected with a driving motor (2011) and a speed reducer (2012) through the second sleeves (2036) and bolts; the driving motor (2011) and the speed reducer (2012) are provided with flange plates at the connecting positions, and screw holes are formed in the flange plates.